Synopsis On 25November 1995, the Greek bulk carrier JEANNIE, with a cargo of 25,754 tonnes of titanium from Richards Bay, South Africa, was bound for the Port of Contrecoeur, Quebec. Abreast of Yamachiche, Quebec, on Lac St-Pierre, the generator power unit which powers the gyrocompass failed. In the dark of night, the pilot had the conduct of the vessel and the helmsman was steering using the magnetic compass. On the le du Moine course, the range marks were not visible because visibility was restricted by sea smoke astern of the vessel. While running along the north side of the channel off Sainte-Anne-de-Sorel to allow another vessel to pass, the JEANNIE grounded on the edge of the channel. The vessel was refloated in the morning without assistance and then proceeded to the Sorel anchorage. The vessel did not sustain any apparent damage, and there were no injuries or pollution as a result of this occurrence. Other Factual Information Particulars of the Vessel Port of Registry Piraeus, Greece Built 1977, Sunderland, United Kingdom Propulsion One Sultzer engine, 7,282kW Owners Tomazos Shipping Co. Ltd. At about 1249(1) on 24November 1995, the generator power unit which powers the gyrocompass failed while the vessel was transiting the Port of Qubec, Quebec. One of the generator rotor brushes had become dislocated, but it was put back in place and the generator was restarted immediately by the ship's electrician. The pilot for the Les Escoumins-Qubec district reported the failure to the Vessel Traffic Centre (VTC) at Qubec by radiotelephone and to the relief pilot for the Qubec-Trois-Rivires district at the change of pilots at the pilot station at Qubec. The JEANNIE reached the Port of Trois-Rivires, Quebec, without incident, and proceeded from there to Pointe-des-Ormes, Quebec, where, at about 2215, a pilot for the Trois-Rivires-Montreal district took over the conduct of the vessel as far as the Contrecoeur anchorage. At approximately 2328, while on the Pointe-du-Lac course, the vessel yawed approximately 15 degrees to starboard; the generator power unit which powers the gyrocompass had failed again. Under orders from the pilot, the vessel was straightened out in the channel, and the failure was reported to VTC Montreal. The ship's electrician was summoned to the bridge as the vessel reached the Yamachiche anchorage. Two worn brushes of the generator power unit were replaced, but when power was restored to the gyrocompass, it had lost its directional stability. The pilot was piloting the vessel using a radar with a relative-motion display, and by visual observation of leading lights. At 2335, the speed of the main engine was reduced to half ahead. A minute later, the pilot notified VTC Montreal that he wanted to anchor in the channel because he could no longer see the landmarks. At about 2346, the Sorel ferry CATHERINE-LEGARDEUR informed VTC Montreal that visibility was estimated at between four and five nautical miles and that the leading lights were visible. At 2357, the JEANNIE reported good visibility as far as le aux Raisins, Quebec, although there was a patch of fog. At 0005 on 25November, arrangements were made for an overtaking situation between the JEANNIE and the EMERALD STAR. The pilot reported at the le des Barques calling-in point at 0048. At about 0116, the speed of the main engine was reduced to slow. After the vessel yawed a few times, the speed was increased to half ahead. At 0118, however, the speed was reduced to slow ahead again south of le de Grce, Quebec, and the vessel began to alter course. The manoeuvre involved passing two cable lengths north of the Sainte-Anne-de-Sorel wharf in order to transit halfway between the middle and the north side of the channel and let the EMERALD STAR pass. The error of the compasses (magnetic and gyro) changed with every course alteration. Before the turn, on the 232(T) Sainte-Anne-de-Sorel course, the gyrocompass read 230(G). The turn was initiated by passing from 230(G) to 245(G), and then to 260(G) on the le du Moine course. The le du Moine leading lights were not visible astern of the vessel, and there were no means of checking the accuracy of the course steered. At 0119, the EMERALD STAR inquired about the position of the JEANNIE. The latter vessel replied that she was off the Sainte-Anne-de-Sorel wharf and that the lights of the city of Sorel could be seen despite some sea smoke. At 0120, the JEANNIE advised VTC Montreal of her intention to anchor at Sorel. Buoy S146 was visible on the radar to starboard of the heading marker, and the south shore was 2.8cable lengths away. The vessel, which was running along the north side of the channel, touched the edge and came to a standstill about one cable length west of the position of buoy S140. No impact was felt on board the vessel, but the pilot noticed that the Sainte-Anne-de-Sorel church steeple was motionless relative to the vessel, and the JEANNIE reported the grounding to the EMERALD STAR at 0124. At 0125, the main engine was stopped. The JEANNIE informed the EMERALD STAR that she was on the south side of the channel, but the EMERALD STAR questioned the position of the grounding. The EMERALD STAR checked the position of the JEANNIE and informed that vessel that she was stranded on the north side, and that the EMERALD STAR was going to pass on the south. The JEANNIE tried to refloat herself using the main engine between 0126 and 0141 as the EMERALD STAR and the MILIN KAMAK overtook her, but the attempts proved unsuccessful. A second attempt to refloat was delayed until morning pending the arrival of a tug and improved visibility conditions. After the OMISALJ passed by at about 1013, the JEANNIE was refloated without the assistance of a tug and she dropped anchor at the Sorel anchorage at about 1115. According to the crew, the cargo of titanium slag affected the magnetic compass, which had been calibrated just a few weeks earlier. An analysis of the cargo revealed that there was only about 8.3percent iron in the titanium slag. However, the error of the compasses (magnetic and gyro) changed with each course alteration, and, where possible, the pilot conducted the vessel by visual observation and radar, until the compasses stabilized on each new course. Visual look-out astern of the vessel was hampered by the lifeboats stowed in their place behind the wheel-house. The worn brushes as well as the replacement brushes used on the generator power unit were not original manufacturer's parts.